Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
  • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
  • B60R19/24—Arrangements for mounting bumpers on vehicles
  • B60R19/38—Arrangements for mounting bumpers on vehicles adjustably or movably mounted, e.g. horizontally displaceable for securing a space between parked vehicles
  • B60R19/40—Arrangements for mounting bumpers on vehicles adjustably or movably mounted, e.g. horizontally displaceable for securing a space between parked vehicles in the direction of an obstacle before a collision, or extending during driving of the vehicle, i.e. to increase the energy absorption capacity of the bumper
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
  • B60R19/56—Fittings damping bouncing force in truck collisions, e.g. bumpers; Arrangements on high-riding vehicles, e.g. lorries, for preventing vehicles or objects from running thereunder

Definitions

• the invention relates to a motor vehicle, in particular an off-road vehicle or a pickup, with a
• a motor vehicle with a pre-safe system is known from DE 103 37 620 A1, which comprises at least one vehicle environment recognition device and a suspension and damping device which is arranged between a chassis and a body and in dependence on the vehicle environment recognition device recorded and evaluated in a data evaluation device signals can be controlled.
• the data evaluation device of Vehicle environment recognition device is linked to a control unit of the suspension and damping device controlling active suspension control, by means of a predefined for the respective impact situation, at least approximately hub-like vehicle level adjustment is performed.
• a protective device for rail vehicles with a mounted on the front side impact body is known.
• the impact body covers the entire width of the carriage and extends up to 2 m from the top of the rail and consists of plastic material of considerable thickness.
• a lower part of the baffle may be mounted on its rearward line by a hinge on the remaining fixed part of the baffle.
• the catching element can be acted on from above by at least one actuator, which is triggered by an emergency switch and / or by the automatic brake system and / or by the driver-actuated braking system.
• the object of the invention is to provide a motor vehicle, in particular an off-road vehicle or a pickup, with an improved protective device, which comprises a baffle plate which is attached to the underside of the motor vehicle.
• a motor vehicle with the features of claim 1 which comprises a Unterschutz worn with a baffle plate, which is attached to the underside of the motor vehicle.
• the motor vehicle is characterized in that the baffle plate between a retracted and an extended position movably attached to the bottom.
• the baffle plate may be arranged at the front, rear or side on the underside of the motor vehicle. It can also be arranged several baffles at different locations. In its retracted position, the baffle plate allows a large ground clearance and a high slope angle. In its extended position, the baffle plate prevents driving under a collision partner with a low front structure by the collision vehicle on a lower, preferably at the height of its crash level height level arranged baffle or baffle counter.
• the underrun device assumes in its extended position so the function of an underrun protection device.
• a preferred embodiment of the motor vehicle is characterized in that the baffle plate is pivotally mounted on the underside of the motor vehicle.
• the pivotable mounting of the baffle plate is preferably carried out by one or more pivot bearings, which are preferably arranged in the region of the front axle of the motor vehicle.
• the pivotal attachment can also be effected by a weakening line in the manner of a film hinge.
• the baffle plate is articulated in an advantageous embodiment of a stabilizer, which in turn may be attached to an integral support.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate is articulated to a front axle of the motor vehicle. About the front axle can be directed in the vehicle longitudinal direction longitudinal forces of the Baffle plate are introduced into the support structure of the motor vehicle.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate extends into a bumper region, in particular a front bumper region, of the motor vehicle.
• the outer, in particular front end of the baffle plate is preferably arranged in the extended position of the baffle plate between the front or rear bumper region of the motor vehicle and the ground. As a result, the ground clearance of the motor vehicle can be reduced in this area.
• the actuator device can be arranged in front of, at or behind a crash box.
• the actuator device is behind the crash box mounted to prevent damage to the actuator device in light accidents.
• a further preferred embodiment of the motor vehicle is characterized in that the actuator device is mounted behind a front bumper area on the support structure of the motor vehicle.
• the actuator device is attached to a cross member of the support structure or to a bumper beam of the motor vehicle.
• the actuator device is arranged behind a crash box to prevent damage to the actuator device at low impact speeds.
• a further preferred embodiment of the motor vehicle is characterized in that the actuator device comprises a plurality of actuator elements, which can form a support base for an impact collision partner, when the impact plate is in its extended position.
• the actuator elements extend in the extended position of the baffle preferably in the vertical direction, that is substantially perpendicular to the ground.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate is designed to be deformable defined in the longitudinal direction of the motor vehicle.
• a further preferred embodiment of the motor vehicle is characterized in that the Impact plate, in particular in the longitudinal direction of the motor vehicle has a high inherent rigidity.
• the inherent rigidity of the substantially flat, ie tabular, formed baffle plate is preferably achieved by a thick wall or by corresponding stampings of the baffle plate, preferably in the longitudinal direction of the motor vehicle.
• the embossed baffle plate can also be designed clamshell over a strike plate, so that support elements arise.
• the baffle plate can also open at its front in a support member which provides a load-distributing effect upon activation of a pivotable structural module.
• the particular bivalve baffle plate can be tailored via a corresponding bead geometry or by different wall thicknesses of the shells, for example by flexibly rolled feed materials, the strength level targeted to the respective requirements. By targeted embossing of the shells, a better coverage to the accident opponent can be achieved.
• the baffle plate can be front and / or rear multi-stage or continuously deformable executed. Preferably, the stiffness increases in particular continuously from the front to the rear.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate comprises an outer, in particular front deformation portion, which is attached to an inner, in particular rear support portion which has a higher rigidity than the outer deformation portion.
• the aim of the different stiffnesses is to realize a collision characteristic at collisions at lower speeds, which avoids damage to an integral support of the vehicle support structure lying behind the lower guard.
• the front area can therefore be designed before the connection area of the actuators so that it is designed to be interchangeable.
• a further preferred embodiment of the motor vehicle is characterized in that the deformation portion is pivotally mounted on the support portion.
• the pivoting can, for example, by a defined bending edge or a Weakening line or be realized by one or more pivot bearings.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate is movable by motor or manually from the retracted to the extended position.
• the motorized lowering of the baffle plate results in an inlet opening in the front structure of the motor vehicle, which is also usable elsewhere and creates a number of other possibilities, such as the placement of tools.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate is arranged in its extended position during normal operation of the motor vehicle and is moved only when needed in the retracted position.
• the baffle plate can be displaced upwards, in particular pivoted upwards, for example via manual control in off-road operation.
• a further preferred embodiment of the motor vehicle is characterized in that the baffle plate is arranged in its retracted position during normal operation of the motor vehicle and is moved only when needed in the extended position.
• the control of the movement of the baffle plate is preferably carried out via a corresponding pre-crash control or pre-safe control. Only in the pre-safe case or in the pre-crash case, the lowering and locking in the extended position is initiated, which is also referred to as a compatibility position.
• FIG. 2 shows the front portion of the motor vehicle according to FIG
• FIG. 3 shows the front portion of a motor vehicle with a
• FIG. 4 shows a detail of Figure 3, wherein the
• FIG. 8 is a similar Unterschutz worn as in Figure 7 according to a fourth embodiment and Fig. 9 is a perspective view of a fifth embodiment of the invention Unterschutz sensible.
• FIG. 1 the front portion of a support structure 1 of a motor vehicle is shown schematically in section.
• a protective device 2 is attached at the - supporting structure 1.
• the support structure 1 comprises a front end 4 of a longitudinal member 5.
• From the front end 4 of the longitudinal member 5 extends in the longitudinal direction of the motor vehicle, a connecting carrier 7.
• a cross member 9 is attached at the front end of the connecting support 7, a cross member 9 is attached.
• the cross member 9 is used to attach a front, merely indicated bumper 10th
• a connection support 12 extends from the upper side member 5 of the vehicle support structure 1, a connection support 12 vertically downwards. Another, lower side member 14 stabilizes the connection carrier 12 at its lower end.
• a baffle plate 16 is pivotally mounted, which has a rear end 17 and a front end 18. At its rear end 17, the baffle plate 16 is pivotally mounted at the lower end of the connecting member 12 about a transversely to the vehicle longitudinal direction, perpendicular to the image plane of Figure 1 axis 20 extending.
• the axis 20 represents a pivot point of the baffle plate 16 on the support structure 1.
• the triggering of the swivel movement can be done either manually or via a pre-safe control or pre-crash control.
• manual control is the normal position of the protective device 2 in the lowered or extended position of the baffle plate 16. Only in off-road operation, the baffle plate 16 is pivoted upward. In a pre-safe control or pre-crash control, the baffle plate 16 is in its retracted position during normal operation. Only in the pre-safe case or pre-crash case, a lowering and locking of the baffle plate 16 is initiated in its extended position, which is also referred to as Kompabilticianswolf.
• the pivoting movement of the baffle plate 16 is preferably reversible. In the event that after activation of the baffle plate 16 no impact occurs, a reset of the baffle plate is possible in its initial position.
• the return movement can be performed manually or automatically, preferably by means of the actuator device 24.
• Connecting member 52 is supported in the vehicle longitudinal direction on a further longitudinal member 54.
• a baffle plate 56 is pivotally mounted.
• the baffle 56 has a rear end 57 and a front end 58. With its rear end 57, the baffle plate 56 is articulated at a pivot point 60 to the lower end of the connecting carrier 52.
• a further pivot point 62 is provided, via which one end of an actuator device 64 is hinged to the baffle plate 56. The other end of the actuator device 64 is articulated at a pivot point 65 to the connection carrier 47 of the support structure 41.
• the baffle plate 56 is in its retracted position.
• the baffle 56 is in its extended position.
• the baffle 56 has different stiffnesses in a front and in a rear area.
• the front area is preferably provided with attachment aids and is activated in the event of a crash together with a bender cross member and crash boxes by the collision partner.
• the rear region of the baffle plate 56 has a significantly higher inherent rigidity in the vehicle longitudinal direction than the front region. In the event of a collision, the rear region forms an additional load path, via which energy is introduced into the vehicle support structure 41 in the event of a collision.
• the baffle plate 56 may be formed on one or two shells. Via a bead geometry or through different wall thicknesses of the shells, for example by means of flexibly rolled insert materials, the force level can be tailored to the desired requirements. By targeted stampings of the shells, a better coverage to the accident opponent can be achieved. In particular, sharp-edged end regions are avoided. With regard to the resulting repair costs, the two areas of the baffle plate 56 are preferably separately disassembled.
• Access to a towing device In the area of
• Inlet opening may be arranged a towing device, which comprises at least one towing eye.
• the Towing eye can be attached directly to the body shell or on the vehicle interior facing inside the baffle plate.
• the towing device can additionally have a towing socket on which the towing eye can be attached, for example screwed in, with the towing eye being detachable from the socket.
• baffle plate When arranged in the extended position baffle plate access to the towing eye / socket is released. Due to the fact that the towing eye / bushing is concealed when the baffle plate is arranged in the retracted position, greater design freedom is possible.
• known towing devices which have a arranged in an opening in the front bumper assembly tow-hole for receiving a towing, to dispense with a cover for this opening, which offers a cost saving potential.
• Inlet opening fog lamps can be provided, which are either foldable or covered by the retracted position. With manual or automatic activation / deactivation of the fog lights, the baffle plate can be controlled lowered / reset.
• the fog lights can be arranged either on a vehicle-fixed part near the preferably also serving as underbody panel baffle plate, for example on a cross member or a crash box, or on the baffle plate / fixed. This arrangement of the fog lights is particularly advantageous in off-road vehicles, which have a high ground clearance, the fog lights can be placed closer to the road.
• a further advantage is that the hidden housed fog lights also allow greater freedom of design and are better protected in off-road driving.
• the cost of the bumper can be reduced.
• the baffle plate permits an additional air inlet from below via the inlet opening, so that additional air is introduced into the engine compartment, which may be arranged directly behind it, which contributes to improved cooling of the drive unit. This may increase the risk of overheating Drive unit can be significantly reduced.
• the baffle plate is either manually or controlled extendable, with the following parameters can be coupled or used individually for the control:
• Vehicle speed for example speed limit
• the engine cooling is initiated by lowering the baffle plate, wherein after sufficient cooling, increased speed, a predefined period of time and / or other or other parameters, the provision of the baffle plate in its retracted position manually or automatically.
• a baffle plate 70 is hinged with a rear end 71 and a front end 72 to the lower end of the connecting bracket 12.
• the baffle plate 70 has approximately at its center an articulation point 74, by means of which the baffle plate 70 is hinged to one end of an actuator device 75.
• the other end of the actuator device 75 is articulated via an articulation point 76 to the connection carrier 7 of the vehicle support structure 1.
• the baffle plate 70 is shown in Figure 6 in its extended position. Dashed lines 77 show the baffle plate 70 in its retracted position.
• the baffle plate 70 includes a front portion 81, which is also referred to as a deformation portion, and a rear portion 82, which is also referred to as a support portion.
• the two sections 81, 82 are hingedly separated by a line of weakness 83.
• the support portion 82 deforms only at forces that are greater than the forces at which the front portion 81 would already deformed / compressed.
• the articulation point 74 for the actuator device 75 is arranged in the region of the rear portion 82, so that in interchangeability of the front section 81, the actuator device 75 does not need to be removed / disassembled. Further, in collisions with pedestrians, the front portion 81 allows support of a leg at a second area below the bumper.
• This second area is formed by the front end 72 of the baffle plate 70.
• the lower second region may have the same deformation stiffness as a deformation foam located below the bumper outer skin for the purpose of pedestrian protection. This ensures a parallel pushing of the leg.
• the deformation of the front portion 81 is realized by a folding around the weakening line 83.
• Stiffness portion of the baffle plate 70 can also be done by rotation about a hinge joint 88.
• Indicated by 91 is the deformation path for a crash at low speed or in a collision with a pedestrian.
• With 92 of the deformation is indicated, which has a high rigidity.
• FIG 8 the front portion of the baffle plate 70 may be designed to be deformable in itself.
• the deformation path in case of low speed accidents is indicated by 101.
• the deformation path 102 is associated with a high rigidity.
• the deformation path 102 only comes into play in the event of accidents at high speed.
• an integral support 121 of a motor vehicle is shown in perspective. On the integral support 121, two motor bearings 124, 125 are mounted.
• a stabilizer 130 is attached to the integral support 121.
• a bivalve baffle plate 132 having a deformation structure is hinged to the stabilizer 130. When a triggering element 135 is triggered, the baffle plate 132 is pivoted about the stabilizer 130 by means of actuator devices 138, 139.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Body Structure For Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=36764495

Family Applications (1)

Country Status (6)

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Family Cites Families (12)

• 2005
  • 2005-06-30 DE DE102005030419A patent/DE102005030419A1/de not_active Withdrawn
• 2006
  • 2006-06-29 JP JP2008518719A patent/JP2008546595A/ja not_active Withdrawn
  • 2006-06-29 WO PCT/EP2006/006288 patent/WO2007003328A1/de active Application Filing
  • 2006-06-29 EP EP06754618A patent/EP1896297A1/de not_active Withdrawn
  • 2006-06-29 CN CNA2006800241961A patent/CN101238012A/zh active Pending
• 2007
  • 2007-12-28 US US11/965,869 patent/US20080157547A1/en not_active Abandoned

Non-Patent Citations (1)

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